Fender for street-cars



(No Model.) 2 sheetsesheet 1.

C. A. HALLQVIST.

FENDER FOR STREET GARS.

No. 559,929; Patented Apr. 28, 1896.

.IM/ENTER VVITNESSES.

wif/Wwf@ ANDREW B GRAHAM. PHUTD-UTHD-WASHINGTGN. DE

(No Model.) 2 Sheets-Sheet 2.

l o. A. HALLQVIST.v

FENDER FOR STREET CARS.

Patented Apr. 28, 1896.

WITNESSES UNITED STATES ATENTN OFFICE.

CARL A. HALLQVIST, OF BROOKLYN, NEW YORK.

FENDER FOR STREET-CARS.`

SPECIFICATION forming part of Letters Patent No. 559,029, dated April 28, 1896.

Application lecl J' une 3, 1895.

To all whom it may con/cern,.-

Be it known that l, CARL A. HALLQVIST, a citizen of the United States, and a resident of Brooklyn, in the county of Kings and State of New York, have invented certain new and useful Improvements in Fenders for Street- Cars, of which the following is a specification.

My invention relates to fenders for streetcars designed for the protection of people accidentally struck by rapidly-running cars; and it consists, essentially, of improved contrivances for the application of a spring-bed carried on a support projecting forward of the end of the car with a forwardly and downwardly projecting apron jointed to the front edge of the spring-bed, as hereinafter described, reference being made to the accompanyin g drawings, in which-- Figure l is a side elevation of my improved fender applied to the end of a car, only part of which is shown. Fig. 2 is a plan view of the same. Fig. 3 is a sectional elevation on line oc or, Fig. l. Fig. 4. is a side elevation with some of the parts in modiiied form. Fig. 5 is a plan view of the fender as represented in Fig. ll. Fig. 6 is a detail of the extensionapron in section. i

To the end of the car l apply in any approved way a supporting-frame a for a springbed or spring-mattress b and a chair or other seat back c, with an apron d, jointed to the front edge of the spring-bed, as at e, or in any approved way, said apron extending forward and downward at its front edge to close proximity to the roadway and provided with wheels or rolls f to carry it free when depressed and with springs g or g' to normally support the front edge and its wheels a little above the roadway.

b represents the springs of the bed resting on bars b2 of the carrying-frame and supporting the bed.

The supporting-f rame is preferably connected by bars 71l to the extremities of a bolster i' under the front beam 7e of the car-platform, to which it is coupled by a king-bolt j for lateral play and has wheels 7c to roll on the track. The bars h are adapted to slide forward and backward in the ends of the bolster, and a buffer-spring of one or more parts is interposed between the rear end of the supportin g-frame an d the bolster for yielding and Serial No. 551,495. (No model.)

relieving the shocks when contact with a body occurs.

The front end of the apron is suitably cushioned with rubber or other elastic material for relieving the shocks of contact, and the face of the apron and the top of the springbed are composed of suitable elastic webbing for relief to the persons. The front portion of the supporting-frame and the top of the back are coupled by chains m for supporting the back against the shocks to which it is subject.

For further relief of contact of the apron upon the body the front edge n of the apron is made yielding also, which may be accomplished in any approved way; but as here shown it has telescopic connection of its arms o with the tubular arms p of the permanent part, in which are buffer-springs q, which normally project the edge forward,but yield when the shocks of contact occur. The webs of the two parts of the apron may overlap eac-l1 other7 as shown in Fig. 6, or in any other approved way, for enabling the yielding of the front.

ln Figs. at and 5 l represent the springs g for holding the edge of the apron above the roadway, so as to elevate the apron also, as indicated in dotted lines in Fig. Il, when .a body falls on the fender, to facilitate safe lodgment on the bed-spring, said springs g being pivoted at s and having a lever-arm t extending backward and upward to contact with the bars of the bed-spring, so that when itis pressed down by the weight falling on it the forwardly-projecting arms of the spring will raise the apron.

The supporting-frame may be connected to the end of the car in an unyielding manner and be supported entirely by such connection., so as to dispense with the wheels 7a'. Such connection may be made by pinning or bolting the frame-bars of the back c to arms u of the car, as at n, with bearers w resting against the hangers y, pendent from the car, so that the fender `may be readily connected and disconnected.

l claiml. The improved car-fender consisting of the iiat horizontal spring-mattress-supporting frame attached to the end of the car, the spring-mattress carried on said frame, the for- ICO wardly and downwardly projecting apron jointed to the front edge of the spring-mattress and provided with carrying-rolls under its front portion, and the springs normally supporting the apron above the roadway but adapted to yield for contact of the rolls on the rails when contact with a body occurs substantially as described.

2. The improved car-fender consisting of the flat horizontal spring-mattress-support ing frame attached to the front end of the car, said frame having a seatback at the rear and in front of the dashboard; the spring-mattress carried on said frame7 the forwardly and downwardly projecting apron jointed to the front edge of the spring-mattress and provided with carrying-rolls under its front portion, and the springs normally supporting the apron above the roadway substantially as described.

3. The improved car-fender consisting of the supporting-frame yieldingly attached to the end of the car with an intermediate buffer-spring, the spring-mattress carried on said frame, the forwardly and downwardly projecting apron jointed to the front edge of the spring-mattress and provided with carrying-rolls under its front edge, and the springs normally supporting the apron above the roadway but adapted to yield for contact of the rolls on the rails when contact with a body occurs substantially as described.

4i The improved car-fender consisting of the dat horizontal spring-mattresssupporting frame attached to the end of the car, the spring-m attrcss carried on said frame, the forwardly and downwardly projecting apron jointed to the front edge of the spring-mattress, and provided with carrying-rolls under its front edge, and thesprin gs normally supporting the apron above the roadway and adapted to raise the apron by the depression of the spring-mattress substantially as described.

5. The improved car-fender consisting of the iiat horizontal spring-mattressesupporting frame attached to the end of the car, the spring-mattress carried on said frame, the forwardly and downwardly proj ectin g extensionapron jointed to the front edge of the springmattress and provided with carrying-rolls under its front edge, said apron having the extensible front portion and the springs normally supporting the apron above the roadway substantially as described.

(3. The improved car-fender consisting of the flat horizontal spring-1nattress-supporting frame attached to the end of the car by extensible or slidable connections with an intermediate buffer-spring, the spring-mattress carried on said frame, the forwardly and downwardly projecting extension-apron jointed to the springemattress, and provided with carrying-rolls under its front edge, and the springs normally supporting the apron above the roadway substantially as described.

Signed at New York city, in the county and State of New York, this 23d day of May, A. D. 1895.

CARL A. HALLQVIST.

W ituesses:

W. J. MORGAN, S. H. MORGAN. 

